Brake for vehicles.



Patented Apr. l, |902.

u No; 696,654.

w. 6. Palm-: BRAKE FOB VEHICLES. (Application lai July 2B, 1901.

3 Sheets-#Sheet I.'

mams mnu co mmoumo wAsmNsYoN n n `(No Model.)

`rm.696,65 4.` z Patented Apr. l, |902.

w. a. PmcE.

BRAKE FUR VEIHGLES.4

(Application tiled July 28, 1901.) (No Model.)

3 Sheets-Sheet 2.

. fn: mams vrsks co4, Puoammol. WASHINGTON. D. c,

"0.696,654. Patented Apr. l, |902. w. s. Palm-z. l

BRAKEA FUR VEHICLES.

(Application led July 26, 1901.)

(No Model.)

3 Shams-Sheetv 3.

llNTTiEn nTaTes BaTeivT Ormes.

VILLIAM G. PRICE, OF KINGSTON, NEW YORK, ASSIGNOR VTO COLUMBIA BRAKE du SUPPLY COMPANY, OF OF ILLINOIS.

CHICAGO, ILLINOIS, A CORPORATION BRAKE FOR VEHlCLES.

SEECIFIATIGN formingoart et' Letters latent No. 696,654, dated April 1, 1902.

Application filed July 26, 1901. Serial Non 69,760. (No model.)

To all whom, '15 'may concern:

Be it known that I, WILLIAM G. PRICE, a citizen of the United States,residing at Kingston, in the county of Ulster and State of New 5 York, have invented a certain new and useful Improvement in Brakes for Vehicles, of which the following is a specification.

Myinvention relates to vehicle-brakes, particularly to brakes for cars adapted to run on 1o rails.

It relates particularly to fiictio11brakes or brakes adapted to be set by the frictional contact of certain surfaces.

It relates also to means for setting such i5 friction-surfaces by or through Afluid-presso re.

It has reference also to devices for lubricating the several parts.

It has relation also to numerous minor devices and combinations of parts whereby to 2o produce an efficient brake.

My improvements are illustrated in the companying drawings, wherein- Figure lis aside elevation of a part of acar, showing the general relations of the several z5 parts of my invention. Fig. 2 is an enlarged side elevation, with parts broken away, of the power-supplying apparatus. Fig. 3 is a plan View of the same with the cover removed. Fig. et is a cross-section through the wheel, 3o friction parts, and pressure-applying device. Fig. 5 is an eudielevation of the pressure-apl plying device looking toward the car-wheel.

Like parts are indicated by the same letters in all the figures.

A is a portion of the body of the car, A' the truck, and A2 a cross-arm lever having attached toene end the chain or rope Aandto the other end the chain or rope A4. These chains are connected, respectively, with the arms 4o A5 A0 on the dashboard-staffs A7 A8, which are controlled, respectively, by the handlevers A A10. Thus by operating either of these hand-levers thecross-arm maybe turned on its pivot. Associated with this cross-arm, so as to be rotated thereby, is the vertical shaft B. This shaft is supported in suitable bearings B B in the projection B2 from the box orcase B3. At the lower end of the shaft within the box projection is a crank-arm B4, 5o from which passes forwardly a pitman B5, se-

cured to the piston B0, which slides in the cylinder B7, which opens into the compartment BS, where are two apertures, one the open discharge-aperture B0, the other a supply-aperture controlled by the check-valve S10. The box B3 is bolted or secured to the car-body or car-floor by any desired meansas, for example, by means of the lugs B11B11. \Vithin the box isa pipe O, secured to the bottom of the box and extending up into the same and open at the top. A proper Wickis placed within this pipe and in the box,the lower end of the wick passing' down into the pipe below the bottom of the box. his wick is indicated by the letter C'. The wick is preferably composed of threads of wool yarn. A fieXible tube C2 leads from the lower end of The pipe C to the pressure-applying device for lubricating purposes. The box or case B3 is filled with oil, and the top may be removed for that purpose, as shown in Fig. 3. The cylinder is preferably supported on the bottom of the box, being` held in that position in any desired manner-hs, for example, by the screw C3 in the lug C1 and by the coupling C5 ofthe pipe O2, which may screw up into the cylinder. The opening B0 is connected with the coupling C0, whence leads the pressure-supply pipe CT. The supply-aperture is controlled by the check-valve B10 and serves to permit oil from the box to flow into the cylinder, but does not allow it to return. It is placed near the bottom of the cylinder or near the bottom of the oil box or tank. The operation of these parts of my improvement will be readily understood. By operating the cross-arm from either end of the car it may be turned so as to move the piston in either direction. When the piston is drawn outwardly in its cylinder, oil is drawn in from the oil reservoir or box Bs into the cylinder through the check-valve B10. Then the arm is moved in the opposite direction, the checkvalve is instantly seated, and the whole force of the action tends to compress the oil in the cylinder B7 and space BS or, in other words, to force it out through the aperture B0, coupling O0, and pressure-supply pipe O7 to the pressure-applying device. At all times the action of lubrication is as follows: The oil in the oil reservoir or box B3 is drawn up by capillary attraction through the wick or Wool IOO yarn into the top of the pipe C, thence down through the same, through the coupling C5, and into the oil-supply pipe C?, whence it is carried to the parts to be lubricated. The piston is long and nicely 1"1tted,so as to need no stuffing; but it can of course be provided with a suitable stuffing-box. if desired. The box can be filled with a sufficient quantity of oil to last for anydesired period, this being determined, of course, by the size of the box' and the rapidity with which the oil-supply is consumed.

This device so far described I have alluded to as the power-supplying apparatus. It is also the lubricant-supplying apparatus. The pipes C`2 and C5 are preferably flexible and of any desired construction, so that the power and the lubricant can be carried down to the points where they are needed.

D D are the two parts of the friction-disk, held together by lugs and bolts at D1 D'. This friction-disk is preferably of cast-iron. The brake-chain is attached at D2, such chain being of the ordinary type and leading and ap` plying pressure to the brakes in any desired manner. I have not shown this part of the mechanism, for it is of the ordinary type and may be of any desired type. The frictionsurface D3 is opposed to a friction-surface D'1 on the car-wheel D5, placed on the axle D5. These friction-surfaces may be arranged and shaped and formed in any desired manner; but I prefer to have a ange Dion the wheel overhang these friction-surfaces. The friction-disk is provided with a hub D5, which is supported on the sleeve E, of brass or other suitable material. The friction-disk hub D8 forms part of the plate D, provided with the Ventilating-apertures D10, and to this plate the friction-disk proper is attached. The disk-hub D8 is bored to t the brass sleeve E somewhat snugly at. E; but at E2 itis bored so as to fitloosely. This permits the frictiondisk to rock slightly on its bearing at E and fit itself to the friction-surface on the carwheel, even when the planes of the frictionsurfaces are not turned, so as to be normal to or exactly at right'angles to the axis of the axle. This arrangement corrects a defectwhich exists in many brakes. In the ordinary brakes often when worn and even when new they make a chattering noise as the result of vibration. This vibration is exceedingly rapid and powerful and takes place sometimes when the clutch-levers are entirely released. At such times the vibration takes place in the narrow space found in the close adjustment of the clutch-levers and sometimes causes the disk to turn around with the car-wheel and set the brakes automatically and release them again when the ca r comes to a stop. In the arrangement here shown this action does not take place and the vibrating and chattering are prevented.

The brass sleeve E is in two parts, and each is held in place in the hub of the friction-disk by a dowel-pin E5. It is necessary in order to assemble these parts to slot the holes E4 for the dowel-pns E3. In order to permit the parts to be assembled on the axle and to prevent the brass sleeve E from slipping out of place on the axle, which it might do in View of the use of these slotted holes, the annular projection E5 is provided on the inner portion of the case G, and it is let into a corresponding groove EG in the brass sleeve. The brass sleeve is provided with holes E7 in connection with the annular cavity E8 on the inner side of the hub of the friction-disk. This annular cavity is preferably filled with waste to hold oil, and this oil passes through the apertures E7 to the collar J on the axle. Apertures provided with wicks extend through the hub portions from the cavity E5 to the bearing-surfaces where the hub and the part- G are in contact. These apertures, which are thus to be filled with wicks, are indicated by theletters E9 E. Thus the oil-supply to these bearing-surfaces can be carried to the cavity E8 and thence to the bearing-surfaces between the sleeve E and the collar J. The collar J is integral with the flange J', and these two are shrunk upon or secured to the axle in any desired manner. This flange J forms the fixed stop. It may be arranged to be adjustable along the axle; but for the purposes of the operation of the brake it is to be considered as xed upon the axle.

The part G is a kind of cylinder having at diametrically opposite points the lesser cylinders G' G. This cylinder G is composed of two parts bolted together at G2 G3, and from the latter bolt extends the arm G4, which is attached to any suitable part of the truckframe and prevents the cylinder G and its associated parts from rotating with the axle. In each of the lesser cylinders is a piston G5. Each bears againsta washer GG, which in turn presses against the fixed stop, and the cylinder G presses against the hub of the frictiondisk. Oil is forced down the flexible pipe C5 from the powersupplying apparatus into these two lesser cylinders back of their respective pistons by means of the branch pipes G7 G7, which lead through'apertures GS G8, formed in lugs on the cylinder G of the lesser cylinders. In the body of the cylinder G, at some distance from the lesser cylinders, are two holes G9 G10, longitudinal to the axle. The oil for lubricating is carried from the reservoir down through the pipe to the holes G9 G10, with which the pipe C2 connects andin which is disposed wicking. These wicks project out, one against the fixed stop or flange Jand the other against the bearing-surface of the hub of the friction-disk. The pistons G5 G5 are, as stated, inclosed in the lesser cylinders G G' and each has a spring G11 G11. Each piston bears against a boss G15 on the washer G5. The bosses are placed so that the pistons bear centrally against the washer. This washer is made in two parts, having lugs G13 G13 bolted together. This washer lies entirely within the cylinder G, as shown in Fig. 4, and the IOO IIO

IZO

cylinder is provided with an ann nlar projection G11', which covers also a portion ci' the hub. The lubricating-pipe is attached at the aperture G15, which projects into thehole G1.

one from one side and the other from the otherside, but neither extending clear through.

The use and operation ofthe invention, so far as it has not already been made clear, may now be'further alluded to. The lubricating ofthe parts is accomplished by the devices justdescribed. The lubricating material is carried up by the wick in the reservoir or tank into the pipe C, thence down through the same into the pipe C: to the hole G15, whence it passes into thehole G10 and thence to the hole G9. ln both of these holesitis absorbed into a wicking or packing, through which itpasses outwardly in each direction. The wicking is pressed by spiral springs against the fixed stop .l lubricatedthat is to say, the bearing surface between the brass washer G1s and the [lance J" and the bearing-surface between the cylinder G and the hub of the friction-disk. The lubricating material at this last point is carried oft' through thewicks in the apertures E into the cavity ES, whence it passes through the holes ET to lubricate the bearing-surfaces between the brass sleeve E and the collar J. The power to apply the brakes is transmitted by means of oil through the pipes C?, branch pipes G"",and apertures GS to the lesser cylinders G G behind the pistons G5 G5, and they are therefore forced outwardly, thus applying pressure to the friction-disk and causing it to` bring the friction-surfaces D3 and D1 tightly together and by means of the connection D2 causing the winding of the bra-kechain. As the surfaces of the friction-disk wear away the pistons G5 will move out in their cylinders and oil will flow in to take up the space, so that the adjustment oi' the clutch to take up the wear of the parts is made automatically by a iiow ot' oil. The pistons cannot be forced back into their cylinders by a movement of the friction-disk hub on the axle, as the check-valve B10 will not permit the oil to escape. The springs in the pistons keep them pushed out, so as to always hold the friction-surfaces lightly in contact when the brake is released. If it is desired, these springs can be left out, and thebrake will still be successfully operated; but the slack of the brake-chain will not be taken up while the brake is released. Y

Some of the advantages of this form of friction-brake are these: lt permits an automatic adjustment to take up the Wear. .ln a purely mechanical friction-brake the adjustment of the clutch-levers must be nicely made, and as soon as a little wear of the parts takes place the adjustment has to ,be again made, and much trouble is caused by thc workmen failing to properly adjust the 'nothing to do but fill up the tank.

'lhus these two bearing-surfaces are brakes. All such brakes require oil in all of their bearing parts except the friction-sur faces, and the failure to oil these brakes at frequent and regular intervals causes them 'to wear ont rapidly. ly providing an automatic system of oiling this trouble is eliminated, and the brake will be Well oiled as long as there is any oil in the tank, :and if the brake fails to operate the motorrnan has By using but one tank the lubricating of the brake is insured. By using this fluid-pressure system the connection between the parts on the car-body and the parts on the axle can be made by dexible hose, either rubber or steel, and enough slack can be given to the hose to allow `for the swiveling of the trucks. It' desired, the pressure-pipe can `be extended to each end of the car and a separate oilpressure piston and lever can be placed on each platform at each end ot the car and be connected to the pressure-pipe to operate the brake. This, however, will necessitate the use of a valve in the pressure-pipe near each platform, so that the pipe connection with one end of the car could be shut olf when the brake was operated from the other. By using two pistons of the same size located at diametrically opposite points on the axle and equidistant from it an equal pressure will be given to all parts of the annular bearing-surface.

I claiml. in a brake for vehicles, the combination of a friction device on the axle, with setting devices carried on the axle and adapted to be operated by a liquid under pressure, a liquidsupply device carried on the vehicle-body, a liquid-compressing device associated therewith, a liquid-transmitting device from the liquid-supply device to the friction device to operate the same responsive to the motion of the liquid-compressing device, and a separate connection from the liquid-storage to the fric: tion device for the transmission of the liquid for lubricating the parts.

2. In a brake for vehicles, the combination of a friction device on the,axlewith setting Ydevices carried on the axle and adapted-.to be operated by a liquid under pressure, a lubricating-liquid-snpply device carried on the vehicle-body, a liquid-compressing device associated therewitlna liquid-transmitting device from the liquid-supply device to the friction device to operate the same responsive to the Vmotion ofthe liquid-compressing device, and a separate connection from the lubricatingliquid-supply device to the friction device to transmita portion of the liquid for lubricating purposes.

3. in a brake for vehicles, thccombination ot' a friction device on the axle, with-setting devices carried onthe axle and adaptedto be operated by a liquid under pressure, a liquidsupply-device carried on the vehicle-body, a liquid-compressing device: associated therewith7 a liquid-transmitting device from the IDO IIO

liquid-supply device to the friction device to l operate the same responsive to the motion of the liquid-com pressing device, and a separate connection from the liquid-storage to the friction device for the transmission of the liquid for lubricating the parts, the duid-transmitting device leading from the liquid-supply on the vehicle-body to the friction device on the axle being fiexible.

el. In a brake for vehicles, the combination of a friction device on the axle, with setting devices carried on the axle and adapted to be operated bya liquid under pressure, a lubricating-liquid-supply device carriedl on the ve` hicle-body, a liquid-compressing device associated therewith, a liquid-transmitting device from the liquid-supply device to the friction device to operate the same responsive to the motion of the liquid-compressing device, and a separate connection from the lubricatingliquid-supply device to the friction device to transmit a portion of the liquid for lubricating purposes, the fluid-transmitting device leading from the liquid-supply on the vehiclebody to the friction device on the axle being flexible.

5. In a brake for vehicles, a friction device on an axle, or other rotating part, which is operated by a hydraulic device; the hydraulic device being operated by a pump which is carried by the vehicle-body and a capillary lubricating device, the hydraulic pump and capillary lubricating devices being placed in tanks carried by the vehicle-body.

6. In a brake for vehicles, a friction device on an axle or other rotating part,.a hydraulic device carried bythe rotating part, a pump in a tank containing a liquid which operates the hydraulic device through a fiexible pipe connection.

7. In a brake for vehicles, a friction device on a rotating part, a hydraulic device which is carried by the rotating part, a pump in a tank of liquid which operates the hydraulic device, a lever which operates the pump and connections from the pump-lever to hand-levers at each end of the car.

8. In a brake for vehicles, the combination 'of a brake-setting device with a power-supplying device,a connection between the same, whereby power is transmitted from the powersupplying device to the brake-setting device to set the brakes, and a lubricant-transmitter connected with the brake-setting device at one end and with the power-supplying device at the other, and a lubricant-supply associated with the power-supply.

9. In a brake, the combination of a frictionclutch device with a power-supplying device, a connection from one to the other,said powersupplying device adapted to supply power to the friction-clutch by means of lubricating Huid, and a separate lubricating connection from the power-supplying device to the friction-clutch.

l0. In a brake for vehicles, a friction device carried by an axle which has a fixed part and a loose part, the axle-bearing of the loose part being taper-bored.

l1. In a brake for vehicles, a friction device carried by an axle which has a fixed part and a loose part, the loose part having a bearing at each end of its hub, one bearing being larger than the other so that the loose part is free to wabble on its bearings.

l2. In a brake for vehicles, a friction device on an axle which is operated by a hydraulic device, the hydraulic device being operated by a pump which is carried by the vehiclebody, and a capillary lubricating device, the capillary lubricating device being placed in a tank carried by the vehicle-body.

13. In a brake for vehicles, afriction device carried by an axle having a fixed and loose disk, the bearing of the loose disk heilig taper-bored.

.14. In a brake for vehicles, a friction device on an axle, which has a fixed part and a loose part, the loose part havinga bearing at each end of its hub, one bearing being larger-.than the other, so the loose part is free to wabble on its bearings, the loose part carrying a chain which is operatively connected to the brakeslices.

15. In a brake for vehicles, a fixed frictiondisk and a loose friction-disk on an axle, the loose friction-disk carrying a chain which is operatively connected to the brake-shoes, the loose friction-disk having a bearing at each end of its hub, one bearing being larger than the other, so the loose friction-disk can Wabble on its bearings.

16. In a brake for vehicles, a friction device on an axle, which is operated by a liquid-pressure, a pump device which is used to produce the liquid-pressure, a reservoir containing liquid which supplies the pump, the pump and reservoir being so associated that the liquid which leaks past the pump-piston returns by gravity to the reservoir.

WILLIAM G. PRICE. Witnesses:

WM. II. P. RooTs, F. L. KLEE. 

